Mobile body

Abstract

A vehicle (10) comprises: a first motor generator (MG1); a drive wheel (DW) driven by output from the first motor generator (MG1); and a control device (20) capable of controlling the first motor generator (MG1). The vehicle (10) is configured to be able to move and stop by a plurality of operation elements including at least an accelerator pedal (AP) that acquires an acceleration request and a brake pedal (BRK) that acquires deceleration and stop requests. The vehicle (10) has: a virtual stepped gear-shift mode in which the vehicle (10) is driven on the basis of a plurality of virtual gear-shift lines determined in advance by the movement speed of the vehicle (10); and a single pedal mode in which acceleration / deceleration of the vehicle (10) and stopping of the vehicle (10) are enabled by the accelerator pedal (AP). The virtual stepped gear-shift mode and the single pedal mode are exclusively executed.

Description

Moving body

[0001] The present invention relates to a moving body.

[0002] Conventionally, hybrid vehicles capable of so-called series traveling, in which drive wheels are driven by a motor and a generator is driven by an engine for traveling, are known. In series traveling, the engine speed is controlled regardless of the user's intention, so the control of the engine speed may cause a sense of discomfort to a user accustomed to engine-driven vehicles. As a means for suppressing such discomfort, for example, Patent Document 1 describes a series-type hybrid vehicle provided with a so-called virtual stepped speed change mode. In the virtual stepped speed change mode, a target engine speed simulating a transmission is determined based on an accelerator operation amount indicating a user's intention of acceleration and deceleration, and the generator is driven based on the determined target engine speed.

[0003] Further, conventionally, series-type hybrid vehicles provided with a so-called single pedal mode, which enables acceleration, deceleration and stopping of the vehicle via an accelerator pedal, are known. For example, Patent Document 2 describes control at the time of switching from a normal mode to the single pedal mode in a series-type hybrid vehicle provided with the single pedal mode.

[0004] Japanese Patent No. 6513264, Japanese Patent No. 6588981

[0005] In the single pedal mode, the entire vehicle speed range and the entire driving range are controlled by the operation amount of the accelerator pedal. On the other hand, in the virtual stepped speed change mode, the driving range and vehicle speed range are determined according to each gear position, and the outputtable driving range and vehicle speed range change by performing gear shifting. Therefore, when the single pedal mode and the virtual stepped speed change mode are combined, the change in driving force with respect to the operation amount of the accelerator pedal does not match, and there is a risk that the vehicle will have characteristics that make it difficult to drive.

[0006] The present invention provides a moving body that is easy to drive by appropriately controlling transition between a plurality of modes.

[0007] The present invention relates to a mobile body comprising a drive source and an output unit driven by the output from the drive source, and which is capable of moving and stopping by a plurality of operators including at least a first operator for acquiring acceleration requests and a second operator for acquiring deceleration and stop requests, wherein the mobile body comprises a first driving mode in which the mobile body is driven based on a plurality of virtual speed lines predetermined by the moving speed of the mobile body, and a second driving mode in which the first operator enables acceleration / deceleration and stopping of the mobile body, and the first driving mode and the second driving mode are executed exclusively.

[0008] According to the present invention, even in a mobile body that includes a first driving mode that drives the mobile body based on a plurality of virtual speed shift lines predetermined by the mobile body's speed, and a second driving mode that enables acceleration, deceleration, and stopping of the mobile body by a first operator, the characteristics that make it easy to drive can be maintained by having the first driving mode and the second driving mode executed exclusively.

[0009] Figure 1 is a diagram showing the schematic configuration of a vehicle 10, which is a hybrid vehicle according to the first embodiment. Figure 2 is a block diagram showing an example of a control device 20. Figure 3 is a diagram showing an example of a shift map when downshifting while driving in virtual stepped-speed mode. Figure 4 is a diagram showing an example of a shift map when upshifting while driving in virtual stepped-speed mode. Figure 5 is a diagram showing an example of a Ne search map that determines the engine speed Ne in virtual stepped-speed mode. Figure 6 is a power curve diagram of the first motor generator MG1 in virtual stepped-speed mode of the vehicle according to the first embodiment. Figure 7 is a graph showing the change in acceleration with respect to the amount of operation of the accelerator pedal AP in virtual stepped-speed mode. Figure 8 is a graph showing the change in acceleration with respect to the amount of operation of the accelerator pedal AP in single-pedal mode. Figure 9 is a graph showing the power driving force in normal mode and single-pedal mode. Figure 10 is a graph showing the power driving force in normal mode and virtual stepped-speed mode. Figure 11 is a graph showing the change in acceleration with respect to the amount of accelerator pedal AP operated when the virtual stepped gear mode and single pedal mode are operated simultaneously. Figure 12 is a conceptual diagram illustrating the first example of mode transition. Figure 13 is a conceptual diagram illustrating the second example of mode transition. Figure 14 is a diagram showing an example of a Ne search map that determines the engine speed Ne in the virtual stepped gear mode (virtual stepped gear sport mode, virtual stepped gear boost mode) of the vehicle 10 of the second embodiment. Figure 15 is a power curve diagram of the first motor generator MG1 in the virtual stepped gear mode (virtual stepped gear sport mode, virtual stepped gear boost mode) of the vehicle 10 of the second embodiment. Figure 16 is a conceptual diagram illustrating the third example of mode transition. Figure 17 is a conceptual diagram illustrating the fourth example of mode transition. Figure 18 is a conceptual diagram illustrating the fifth example of mode transition. Figure 19 is a diagram showing the schematic configuration of vehicle 10A, which is an electric vehicle.

[0010] Hereinafter, one embodiment of the mobile body of the present invention will be described in detail with reference to the drawings. Not all of the features described in the following embodiment are necessarily essential to the present invention. Furthermore, two or more of the features described in the following embodiment may be arbitrarily combined. In the following, identical or similar elements will be denoted by the same or similar reference numerals, and their descriptions may be omitted or simplified as appropriate.

[0011] [Vehicle] First, a vehicle, which is one embodiment of the mobile body of the present invention, will be described.

[0012] The vehicles targeted in this invention are any vehicles equipped with an electric motor as a drive source. Therefore, the vehicles can be, for example, electric vehicles equipped only with an electric motor as a drive source, or hybrid vehicles equipped with an internal combustion engine and an electric motor as drive sources. In the embodiment, Figure 1 shows a hybrid vehicle 10 (hereinafter simply referred to as "vehicle 10") as an example, and is composed of an engine ENG, a first motor generator MG1, a second motor generator MG2, a battery BAT, a clutch CL, a power converter 11, various sensors, and a control device 20. In Figure 1, thick solid lines indicate mechanical connections, double dotted lines indicate electrical wiring, and thin solid arrows indicate the transmission and reception of control signals or detection signals.

[0013] The engine ENG is an internal combustion engine, such as a gasoline engine or a diesel engine, which outputs power generated by burning the supplied fuel. The engine ENG is connected to the second motor generator MG2 and also to the drive wheels DW of the vehicle 10 via the clutch CL. The power output by the engine ENG (hereinafter also referred to as "engine ENG output") is transmitted to the second motor generator MG2 when the clutch CL is disengaged, and to the second motor generator MG2 and the drive wheels DW when the clutch CL is engaged (closed). The second motor generator MG2 and the clutch CL will be described later.

[0014] The first motor generator MG1 is a motor generator (a so-called "traction motor") mainly used as a drive source for the vehicle 10, and is composed of, for example, an AC motor. The first motor generator MG1 is electrically connected to the battery BAT and the second motor generator MG2 via the power converter 11. Power can be supplied to the first motor generator MG1 from at least one of the battery BAT and the second motor generator MG2. When power is supplied to the first motor generator MG1, it operates as an electric motor and outputs power for the vehicle 10 to move. The first motor generator MG1 is also connected to the drive wheels DW, and the power output by the first motor generator MG1 (hereinafter also referred to as "output of the first motor generator MG1") is transmitted to the drive wheels DW. The vehicle 10 moves when at least one of the output of the engine ENG and the output of the first motor generator MG1 is transmitted to the drive wheels DW.

[0015] Furthermore, the first motor generator MG1 can also perform regenerative operation as a generator when the vehicle 10 is braking, generating electricity (so-called regenerative power generation). The power generated by the regenerative operation of the first motor generator MG1 (hereinafter also referred to as "regenerative power") is supplied to the battery BAT, for example, via the power converter 11. This allows the battery BAT to be charged by the regenerative power.

[0016] The second motor generator MG2 is a motor generator primarily used as a generator, and is composed of, for example, an AC motor. The second motor generator MG2 is driven by the power of the engine ENG and generates electricity. The electricity generated by the second motor generator MG2 is supplied to at least one of the battery BAT and the first motor generator MG1 via the power converter 11. By supplying the electricity generated by the second motor generator MG2 to the battery BAT, the battery BAT can be charged with that electricity. Also, by supplying the electricity generated by the second motor generator MG2 to the first motor generator MG1, the first motor generator MG1 can be driven with that electricity.

[0017] Furthermore, the second motor generator MG2 can also function as a starter motor to start the engine ENG. That is, for example, when transitioning from EV driving to series driving as described later, power from the battery BAT is supplied to the second motor generator MG2, and the second motor generator MG2, driven by that power, cranks the engine ENG, thereby starting the engine ENG.

[0018] The power converter 11 is a device (a so-called power control unit, also called a "PCU") that converts the input power and outputs the converted power, and is connected to the first motor generator MG1, the second motor generator MG2, and the battery BAT. For example, the power converter 11 is composed of a first inverter 111, a second inverter 112, and a voltage control device 110. The first inverter 111, the second inverter 112, and the voltage control device 110 are electrically connected to each other.

[0019] The voltage control device 110 converts the input voltage and outputs the converted voltage. A DC / DC converter or the like can be used as the voltage control device 110. For example, when supplying power from the battery BAT to the first motor generator MG1, the voltage control device 110 boosts the output voltage of the battery BAT and outputs it to the first inverter 111. Also, for example, when regenerative power generation is performed by the first motor generator MG1, the voltage control device 110 steps down the output voltage of the first motor generator MG1, which is received via the first inverter 111, and outputs it to the battery BAT. Also, when power generation is performed by the second motor generator MG2, the voltage control device 110 steps down the output voltage of the second motor generator MG2, which is received via the second inverter 112, and outputs it to the battery BAT.

[0020] When the first inverter 111 supplies power from the battery BAT to the first motor generator MG1, it converts the power (DC) from the battery BAT received via the voltage control device 110 into AC and outputs it to the first motor generator MG1. Also, when regenerative power generation is performed by the first motor generator MG1, the first inverter 111 converts the power (AC) received from the first motor generator MG1 into DC and outputs it to the voltage control device 110.

[0021] When power is generated by the second motor generator MG2, the second inverter 112 converts the power (AC) received from the second motor generator MG2 into DC and outputs it to the voltage control device 110.

[0022] A battery (BAT) is a rechargeable secondary battery having multiple energy storage cells connected in series or in series-parallel. A battery (BAT) is configured to output high voltages, such as 100 to 400 [V]. Lithium-ion batteries and nickel-metal hydride batteries can be used as the energy storage cells in a battery (BAT).

[0023] The clutch CL can be in a connected state, which connects (closes) the power transmission path from the engine ENG to the drive wheel DW, and a disconnected state, which disconnects (interrupts) the power transmission path from the engine ENG to the drive wheel DW. The output of the engine ENG is transmitted to the drive wheel DW when the clutch CL is in the connected state, and not transmitted to the drive wheel DW when the clutch CL is in the disconnected state.

[0024] The control device 20 is a device (computer) that provides overall control for the entire vehicle 10. For example, it is implemented by an ECU (Electronic Control Unit) that includes a processor 21 for performing various calculations, a memory 22 for storing various information, and an I / F 23 (I / F: Interface) 23 for controlling the input and output of data between the inside and outside of the control device 20. The control device 20 may be implemented by one ECU or by multiple ECUs.

[0025] The control device 20 is provided to communicate with the engine ENG, clutch CL, power converter 11, and various sensors. The control device 20 controls the output of the engine ENG, controls the output of the first motor generator MG1 and the second motor generator MG2 by controlling the power converter 11, and controls the state of the clutch CL, through the execution of a program stored in the memory 22 by the processor 21. As a result, the control device 20 can control the driving mode of the vehicle 10, as will be described later.

[0026] Although the above-described embodiment illustrates a hybrid vehicle equipped with an engine, it is not limited to this, and may also be an electric vehicle without an engine, as shown in Figure 19. In the case of an electric vehicle, it will be driven by EV driving, which will be described later. Figure 19 is a diagram showing the schematic configuration of vehicle 10A, which is an electric vehicle without an engine. The reference numerals shown in Figure 19 are the same as those in Figure 1, so a detailed explanation will be omitted.

[0027] [Driving Patterns] Here, we will explain the driving modes that the vehicle 10 can take. The vehicle 10 is configured to be capable of EV driving, series driving, and engine driving as driving patterns. The vehicle 10 will then drive using one of these multiple driving patterns. The control device 20 controls which type of driving the vehicle 10 will use.

[0028] [EV Driving] EV driving is a driving pattern in which only the power from the battery BAT is supplied to the first motor generator MG1, and the vehicle 10 is driven by the power output by the first motor generator MG1 according to that power. EV driving is a driving mode in which the vehicle is driven by the first motor generator MG1 alone, out of the engine ENG and the first motor generator MG1, to drive the drive wheels DW.

[0029] To explain in more detail, in EV mode, the control device 20 disengages the clutch CL. Also, in EV mode, the control device 20 stops the supply of fuel to the engine ENG and stops the output of power from the engine ENG (hereinafter also referred to as "engine ENG operation"). Therefore, in EV mode, power generation by the second motor generator MG2 does not occur. In EV mode, the control device 20 supplies only the power from the battery BAT to the first motor generator MG1, and the first motor generator MG1 outputs power corresponding to that power, and the vehicle 10 is driven by that power.

[0030] The control device 20 basically drives the vehicle 10 in EV mode on the condition that the power required by the vehicle 10 (hereinafter also referred to as "vehicle-required power") is below a predetermined threshold (hereinafter also referred to as "EV-permitted power"). The vehicle-required power in EV mode includes the power required to drive the vehicle 10 by the first motor generator MG1, and changes according to the required driving force and vehicle speed.

[0031] [Series Driving] Series driving is a driving pattern in which at least the power generated by the second motor generator MG2 is supplied to the first motor generator MG1, and the vehicle 10 is driven mainly by the power output by the first motor generator MG1 in accordance with that power. Series driving is a driving pattern in which the drive wheels DW are driven by only the first motor generator MG1 of the engine ENG and the first motor generator MG1.

[0032] To explain in more detail, in series driving, the control device 20 disengages the clutch CL. Also in series driving, the control device 20 supplies fuel to the engine ENG, causing the engine ENG to output power, and the power from the engine ENG drives the second motor generator MG2. As a result, in series driving, power is generated by the second motor generator MG2. Also in series driving, the control device 20 disengages the power transmission path with the clutch CL, supplies the power generated by the second motor generator MG2 to the first motor generator MG1, causes the first motor generator MG1 to output power corresponding to that power, and uses that power to drive the vehicle 10.

[0033] The maximum power that can be supplied from the second motor generator MG2 to the first motor generator MG1 is greater than the maximum power that can be supplied from the battery BAT to the first motor generator MG1. Therefore, in series driving, the output of the first motor generator MG1 can be increased compared to EV driving, and a greater driving force can be obtained.

[0034] In the case of series operation, the control device 20 may also supply power from the battery BAT to the first motor generator MG1 as needed. That is, in series operation, the control device 20 may supply power from both the second motor generator MG2 and the battery BAT to the first motor generator MG1. This allows for a greater amount of power to be supplied to the first motor generator MG1 compared to the case where only power from the second motor generator MG2 is supplied to the first motor generator MG1, thereby obtaining an even greater driving force.

[0035] [Engine-driven driving] Engine-driven driving is a driving pattern in which the vehicle 10 is driven primarily by the power output of the engine ENG, and is a driving pattern in which the drive wheels DW are driven by at least the mechanical driving force of the engine ENG.

[0036] To explain in more detail, when the vehicle is running on the engine, the control device 20 engages the clutch CL. Also, when the vehicle is running on the engine, the control device 20 supplies fuel to the engine ENG and causes the engine ENG to output power. When the vehicle is running on the engine, the power transmission path is engaged by the clutch CL, so the power from the engine ENG is transmitted to the drive wheels DW and drives the drive wheels DW. In this way, when the vehicle is running on the engine, the control device 20 causes the engine ENG to output power, and that power drives the vehicle 10.

[0037] Furthermore, in engine-driven mode, the control device 20 may supply power from the battery BAT to the first motor generator MG1 as needed. This allows the vehicle 10 to be driven using the power output of the first motor generator MG1, which is supplied with power from the battery BAT, in engine-driven mode, resulting in a greater driving force compared to when the vehicle 10 is driven solely by the engine ENG. In addition, this allows the engine ENG output to be suppressed compared to when the vehicle 10 is driven solely by the engine ENG, thereby improving the fuel efficiency of the vehicle 10.

[0038] The control device 20 executes various programs stored in, for example, the memory 22. As mentioned above, the vehicle 10 can travel using multiple travel patterns, and the control device 20 controls which travel pattern to use according to the travel mode selected by the user.

[0039] [Driving Modes] The vehicle 10 can take on the following driving modes: single-pedal mode, virtual stepped-gear mode, and normal mode.

[0040] [Virtual Stepped Gear Mode] First, let's explain the virtual stepped gear mode. When driving in series, the engine ENG and drive wheels DW are disconnected, and the engine ENG is controlled in this state. As a result, the engine speed Ne will not correspond to the accelerator operation, which may cause discomfort to the user. Therefore, in order to reduce such discomfort to the user, a predetermined program is executed to control the second motor generator MG2 so that the engine speed Ne is based on a simulated gear. A simulated gear is a gear that simulates a gear that is determined based on, for example, vehicle speed and accelerator opening when the engine ENG and drive wheels DW are disconnected.

[0041] In vehicle 10, during series driving, it is possible to select between a virtual stepped transmission mode in which the second motor generator MG2 is controlled so that the engine speed Ne is based on such pseudo-gear stages, and a continuously variable transmission mode that is not based on pseudo-gear stages. That is, vehicle 10 is equipped with a virtual stepped transmission mode that performs pseudo-gear driving. The virtual stepped transmission mode is an example of the first driving mode of the present invention.

[0042] Furthermore, when the vehicle 10 is driven in a virtual stepped gear mode, as described above, the first motor generator MG1 drives the drive wheels DW. Even in this case, however, it is preferable to realize acceleration and deceleration characteristics based on pseudo-gear stages in order to reduce the discomfort to the user caused by fluctuations in engine speed Ne. Figure 6 shows an example of a torque characteristic map of the first motor generator MG1 corresponding to "1st gear" to "6th gear" in the pseudo-gear stages, with the horizontal axis showing vehicle speed and the vertical axis showing driving force. The control device 20 controls the first motor generator MG1 to output a driving force based on the selected pseudo-gear stage by referring to the driving force line of the driving force map for each pseudo-gear stage.

[0043] Furthermore, it is preferable that the vehicle 10 can also select a virtual stepped gear mode when driving in EV mode. While driving in EV mode, the engine ENG is stopped, but by realizing acceleration and deceleration characteristics based on simulated gears, it is possible to suppress the discomfort felt by users who are accustomed to stepped gears.

[0044] Preferably, the vehicle 10 can also be shifted in response to a user's shift request via a so-called paddle shift or the like, and in the manual shift mode, a pseudo gear stage is set based on the user's shift request. With respect to the manual shift mode, a mode in which a pseudo gear stage is automatically set by the control device 20 is referred to as an automatic shift mode.

[0045] As shown in FIG. 2, the control device 20 includes a virtual stepped shift mode control unit 210, a single-pedal mode control unit 220, and a normal mode control unit 230 as functional units implemented by executing such programs. The processing described below as being performed by the virtual stepped shift mode control unit 210, the single-pedal mode control unit 220, and the normal mode control unit 230 is processing implemented by the control device 20.

[0046] Detection values from various sensors are input to the control device 20. For example, detection values are input from an accelerator position sensor 120 that detects an operation amount (accelerator opening degree) of an accelerator pedal AP of the vehicle 10, a vehicle speed sensor 130 that detects a vehicle speed which is a traveling speed of the vehicle 10, an acceleration sensor 140 that detects an acceleration which is a traveling acceleration of the vehicle 10, a brake sensor 150 that detects an operation amount of a brake pedal BRK of the vehicle 10, and the like.

[0047] The virtual stepped shift mode control unit 210 determines an engine rotational speed Ne with respect to the vehicle speed based on a pseudo gear stage set on the basis of the vehicle speed and the accelerator opening degree. In other words, the virtual stepped shift mode control unit 210 controls the engine rotational speed Ne of an engine ENG to a rotational speed defined by a plurality of virtual shift lines preset in accordance with the pseudo gear stage and the vehicle speed.

[0048] For example, the virtual stepped shift mode control unit 210 determines a pseudo gear position based on a shift map stored in advance in the memory 22. Figures 3 and 4 are diagrams showing an example of the shift map. Figure 3 shows an example of a shift map for downshifting when traveling in the virtual stepped shift mode, and Figure 4 shows an example of a shift map for upshifting when traveling in the virtual stepped shift mode. In these shift maps, the solid lines indicate downshift lines or upshift lines in the pseudo shift control. The virtual stepped shift mode control unit 210 executes upshifting or downshifting in accordance with changes in vehicle speed and accelerator opening.

[0049] A predetermined hysteresis is set between the downshift line in the shift map of Figure 3 and the upshift line in the shift map of Figure 4. This is intended to suppress giving annoyance to the user caused by repeated shifting across the shift lines in a short period of time. For example, hysteresis is provided between an upshift line indicating an upshift from "third speed" to "fourth speed" and a downshift line indicating a downshift from "fourth speed" to "third speed".

[0050] The virtual stepped shift mode control unit 210 determines the engine speed Ne corresponding to the vehicle speed based on the pseudo gear position set as described above. The virtual stepped shift mode control unit 210 determines the engine speed corresponding to the vehicle speed based on, for example, a Ne search map stored in advance in the memory 22. Figure 5 is a diagram showing an example of a Ne search map for determining the engine speed Ne in the virtual stepped shift mode. The Ne search map depicts a plurality of engine speeds Ne preset in accordance with the vehicle speed and the pseudo gear position.

[0051] Specifically, when the vehicle 10 is in motion, the virtual stepped gear mode control unit 210 refers to the Ne search map in Figure 5 and determines the engine speed Ne for each pseudo-gear stage in relation to the vehicle speed. In other words, an upshift threshold and a downshift threshold for the engine speed Ne are set for each pseudo-gear stage, and the virtual stepped gear mode control unit 210 performs an upshift or downshift when the engine speed Ne exceeds these thresholds. In Figure 5, the solid line shows the engine speed Ne during acceleration, i.e., the engine speed Ne during an upshift, and the dashed line shows the engine speed Ne during deceleration, i.e., the engine speed Ne during a downshift.

[0052] In the embodiment described above, a virtual stepped gear mode is described for series driving, but the virtual stepped gear mode can also be set when driving in EV mode. In EV driving mode, the first motor generator MG1 is controlled to output driving force based on the selected pseudo-gear step, referring to the map shown in Figure 6. Also, since the engine ENG is not operating, the engine speed Ne, which simulates a stepped transmission, is not controlled. In this case, as a visual effect based on the virtual stepped mode, effects such as the generation of driving force, the generation of a shift shock, the generation of a simulated engine speed sound, and the display of a simulated gear step and a simulated engine speed on the MID (Multi-Information Display) are performed.

[0053] Figure 7 is a graph showing the change in acceleration in response to the amount of accelerator pedal AP pressed in the virtual stepped gear mode. For simplicity, only the acceleration curves for 1st to 4th gear are shown in Figure 7. In virtual stepped gear mode, a sporty feeling can be provided by using simulated gears to create an engine speed increase sound and shift shock.

[0054] In addition to the virtual stepped gear mode, the vehicle 10 also has a normal mode and a single-pedal mode. Hereafter, the vehicle 10 with one virtual stepped gear mode will be referred to as the first embodiment, and the vehicle 10 with two virtual stepped gear modes will be referred to as the second embodiment.

[0055] (First Embodiment) [Normal Mode] The normal mode is a driving mode in which the vehicle 10 can be accelerated by operating the accelerator pedal AP, and the vehicle 10 can be decelerated and stopped by operating the brake pedal BRK. That is, in the normal mode, the single pedal mode control unit 220 selects an appropriate driving pattern from EV driving, continuously variable transmission driving in series driving, and engine driving, and sets a target deceleration (required deceleration) based on the amount of operation of the brake pedal BRK, while setting a target acceleration (required acceleration) based on the amount of operation of the accelerator pedal AP. The normal mode is an example of the third driving mode of the present invention.

[0056] [Single Pedal Mode] Single pedal mode is a driving mode in which the vehicle 10 can be accelerated, decelerated, and stopped by operating the accelerator pedal AP. That is, in single pedal mode, the single pedal mode control unit 220 selects an appropriate driving pattern from EV driving, continuously variable transmission driving in series driving, and engine driving, and sets a target deceleration based on the amount of operation of the brake pedal BRK, which is the same as in normal mode. However, it differs from the case in normal mode in that it sets a target acceleration / deceleration (required acceleration / deceleration) including a target deceleration (required deceleration) and a target acceleration (required acceleration) based on the amount of operation of the accelerator pedal AP. Single pedal mode is an example of the second driving mode of the present invention.

[0057] Figure 8 is a graph showing the change in acceleration with respect to the amount of accelerator pedal AP (AP opening) operated in single-pedal mode. In single-pedal mode, the user can set the deceleration (only the deceleration for 3rd to 6th gear is shown in the figure for simplicity), and as shown in Figure 8, seamless acceleration and deceleration can be provided by operating the accelerator pedal.

[0058] Figure 9 is a graph showing the driving force in normal mode and single-pedal mode, and Figure 10 is a graph showing the driving force in normal mode and virtual stepped-gear mode. In these graphs, the horizontal axis shows vehicle speed and the vertical axis shows driving force, respectively.

[0059] As shown in Figure 9, the driving force in normal mode is set higher than that in single-pedal mode. Also, as shown in Figure 10, the driving force on the lower gears of the first and second gears in virtual stepped transmission mode is set higher in normal mode as well. Furthermore, the vehicle speed at the zero driving force point is lowest in normal mode, followed by virtual stepped transmission mode, and highest in single-pedal mode.

[0060] Here, we assume that the user selects single-pedal mode while driving in virtual stepped-gear mode. When virtual stepped-gear mode and single-pedal mode are operated simultaneously, it is reasonable to assign high deceleration characteristics to the low-speed gears which have high acceleration characteristics.

[0061] Figure 11 is a graph showing the change in acceleration with respect to the amount of accelerator pedal AP operated when the virtual stepped gear mode and single pedal mode are operated simultaneously. As shown in Figure 11, when the virtual stepped gear mode and single pedal mode are operated simultaneously, the slope of the change in driving force is high with respect to the change in the amount of accelerator pedal AP operated, resulting in a characteristic that makes it difficult to control the vehicle 10. Therefore, the control device 20 controls the system so that the virtual stepped gear mode and single pedal mode are executed exclusively.

[0062] In other words, when the virtual stepped gear mode is selected, the virtual stepped gear mode control unit 210 controls based on the simulated gear ratios and the acceleration curve set for the virtual stepped gear mode. Then, when the user selects the single-pedal mode while driving in the virtual stepped gear mode, the control unit 20 basically transitions from the virtual stepped gear mode to the single-pedal mode. The single-pedal mode control unit 220 then controls based on the acceleration curve set for the single-pedal mode.

[0063] Similarly, when single-pedal mode is selected, the single-pedal mode control unit 220 controls based on the acceleration curve set for single-pedal mode. Then, when the user selects virtual stepped-gear mode while driving in single-pedal mode, the control unit 20 basically transitions from single-pedal mode to virtual stepped-gear mode. The virtual stepped-gear mode control unit 210 then controls based on the acceleration curve set for virtual stepped-gear mode.

[0064] The mode transitions between single-pedal mode, normal mode, and virtual stepped-gear mode will be explained below with reference to Figures 12 and 13.

[0065] As shown in Figure 12, the vehicle 10 can directly transition between virtual stepped gear mode and single-pedal mode. This makes it possible to quickly switch between virtual stepped gear mode and single-pedal mode when a user transition request is received.

[0066] Furthermore, when the vehicle 10 transitions between the virtual stepped gear mode and the single-pedal mode, it can also transition via the normal mode. This makes it possible to suppress abrupt changes in the characteristics of the driving force and vehicle speed when switching between modes with different characteristics of driving force and vehicle speed, namely the virtual stepped gear mode and the single-pedal mode.

[0067] The vehicle 10 is equipped with a mode selection unit that can switch between a virtual stepped gear mode, a single-pedal mode, and a normal mode. The mode selection unit is configured to allow a first operation to transition between the virtual stepped gear mode and the single-pedal mode via the normal mode, and a second operation to directly transition between the virtual stepped gear mode and the single-pedal mode.

[0068] With this mode selection unit, when switching between virtual stepped gear mode and single-pedal mode, the user can choose whether to transition via normal mode or directly. In other words, by having a first operation and a second operation in the mode selection unit, it becomes possible to transition according to the user's driving requirements (whether to suppress changes in driving force and vehicle speed or to transition to modes quickly).

[0069] The first and second operations may be set to have different amounts of operation or operating times for the mode selection unit. The first operation may be set to require a greater amount of operation or a longer operating time for the mode selection unit than the second operation. For example, if the mode selection unit is configured with one toggle switch (or dial switch), the second operation may be a single turn of the toggle switch, and the first operation may be a double turn of the toggle switch. If the mode selection unit is configured with one push-button switch, the second operation may be a single press of the push-button switch, and the first operation may be a long press or multiple presses of the push-button switch. If the mode selection unit is configured with two push-button switches, the second operation may be a simultaneous single press of both push-button switches, and the first operation may be a simultaneous long press of both push-button switches, or an operation in which one push-button switch is pressed while the other push-button switch is pressed multiple times.

[0070] By making the first operation, which involves the normal mode, a more complex operation or one that takes longer than the second operation, which directly transitions between the virtual stepped gear mode and the single-pedal mode, it becomes possible to quickly transition in response to the user's request for a direct transition.

[0071] Furthermore, the second operation may be set to require a larger amount of operation on the mode selection unit or a longer operation time compared to the first operation. In this way, by making the second operation, which directly transitions between the virtual stepped gear mode and the single-pedal mode, an operation requiring a larger amount of operation or a longer operation time than the first operation, which involves the normal mode in between, the transition between the virtual stepped gear mode and the single-pedal mode, where abrupt changes in driving force occur, can be made into a mode selection unit operation that makes it easier to confirm the user's intention to transition.

[0072] The mode selection unit comprises a first selection unit and a second selection unit different from the first selection unit. The first operation may be an operation on the first selection unit, and the second operation may be an operation on the second selection unit. For example, the first selection unit may be configured as a toggle switch, and the second selection unit as a push-button switch. In this way, the selected selection unit can determine whether the user wants to transition while suppressing abrupt changes in the characteristics of the driving force and vehicle speed, or to switch quickly, thus enabling transitions that match the user's driving requirements.

[0073] When performing the mode transitions described above, the control device 20 may continue the normal mode after transitioning from either the virtual stepped gear mode or the single-pedal mode until the amount of operation on the accelerator pedal AP or brake pedal BRK increases or decreases. This suppresses mode transitions in the event of erroneous operation such as continuous selection, and makes it easier for the user to recognize the end of one mode and the start of the other among the virtual stepped gear mode and the single-pedal mode. In the above example, the continuation of the normal mode was determined by the operation of the accelerator pedal AP or brake pedal BRK, but this may also be determined by the elapsed time of a preset period of time or other means.

[0074] For example, if the system is configured so that a single switch operation transitions from either the virtual stepped gear mode or the single pedal mode to the normal mode, and a single switch operation from the normal mode transitions to the other mode (single pedal mode or virtual stepped gear mode), then if the switch is operated incorrectly multiple times, the user may not stay in the normal mode for very long and may directly transition between the virtual stepped gear mode and the single pedal mode. However, with mode transition restrictions in the normal mode as in the example above, the user can be clearly aware of the transition to the normal mode, while transitioning to the virtual stepped gear mode or single pedal mode based on switch operations after a predetermined time.

[0075] Furthermore, the control device 20 may immediately allow a transition from one of the virtual stepped gear mode and single pedal mode to the normal mode, and then to the other of the single pedal mode and virtual stepped gear mode.

[0076] The mode transitions of the first embodiment have been described above, but the direct transition between the virtual stepped gear mode and the single pedal mode may be unidirectional, rather than bidirectional. For example, as shown in Figure 13, a direct transition from the single pedal mode to the virtual stepped gear mode may be allowed, while a direct transition from the virtual stepped gear mode to the single pedal mode may be prohibited. In other words, a direct transition from the single pedal mode to the virtual stepped gear mode may occur, and a transition from the virtual stepped gear mode to the single pedal mode may occur via the normal mode.

[0077] (Second Embodiment) The vehicle 10 of the second embodiment is equipped with two modes as virtual stepped gear modes. These two modes are referred to as virtual stepped gear sport mode and virtual stepped gear boost mode, respectively.

[0078] Figure 14 shows an example of a Ne search map that determines the engine speed Ne in the virtual stepped gear mode (virtual stepped gear sport mode, virtual stepped gear boost mode) of the vehicle 10 of the second embodiment, and Figure 15 shows the drive force diagram of the first motor generator MG1 in the virtual stepped gear mode (virtual stepped gear sport mode, virtual stepped gear boost mode) of the vehicle 10 of the second embodiment.

[0079] As shown in Figures 14 and 15, the virtual stepped-shift boost mode is a mode with greater output characteristics than the virtual stepped-shift sport mode. The virtual stepped-shift sport mode is an example of the first virtual stepped-shift mode of the present invention, and the virtual stepped-shift boost mode is an example of the second virtual stepped-shift mode of the present invention. Here, the output characteristics may be characteristics relating to the maximum output from the drive source, or they may be characteristics relating to the driving force output in relation to the required driving force.

[0080] Therefore, the vehicle 10 can take on the following driving modes: single-pedal mode, virtual stepped-gear sport mode, virtual stepped-gear boost mode, and normal mode. The mode transitions between these modes will be explained below with reference to Figures 16 to 18.

[0081] As shown in Figure 16, the mode selection unit of the second embodiment is configured to enable a third operation to transition to a virtual stepped-shift sport mode and a fourth operation to transition to a virtual stepped-shift boost mode. The third operation and the fourth operation may be set to have different amounts of operation or operating times for the mode selection unit. The fourth operation may be set to require a larger amount of operation or a longer operating time for the mode selection unit than the third operation. For example, if the mode selection unit is configured with a single toggle switch, the third operation is a single turn of the toggle switch, and the fourth operation is a double turn of the toggle switch. Alternatively, if the mode selection unit is configured with a single push-button switch, the third operation is a single press of the push-button switch, and the fourth operation is a long press or multiple presses of the push-button switch. Furthermore, when the mode selection unit is configured with two push-button switches, the third operation is a simultaneous single press of both push-button switches, and the fourth operation is a simultaneous long press of both push-button switches, or an operation in which one push-button switch is pressed while the other push-button switch is pressed multiple times.

[0082] By making the transition to the virtual stepped-speed boost mode, which has a large output characteristic, an operation on the mode selection unit that makes it easy to confirm the user's intention to transition, the mode transition can be made in accordance with the user's driving requirements.

[0083] Furthermore, the third operation may be set to require a greater amount of manipulation of the mode selection unit or a longer operation time compared to the fourth operation. In this way, the transition to the virtual stepped-speed boost mode, which has a larger output characteristic, can be quickly switched in response to the user's transition request.

[0084] When the vehicle 10 transitions between the virtual stepped gear mode and the single pedal mode via the normal mode, it transitions from the virtual stepped gear sport mode to the single pedal mode, or from the single pedal mode to the virtual stepped gear sport mode. When the vehicle transitions directly between the virtual stepped gear mode and the single pedal mode, it transitions from the virtual stepped gear boost mode to the single pedal mode, or from the single pedal mode to the virtual stepped gear boost mode.

[0085] In this way, when transitioning directly from single-pedal mode to virtual stepped-gear mode, the system transitions to the virtual stepped-gear boost mode, which has a higher output. Therefore, when the user's driving demands are high, the system can quickly transition to the virtual stepped-gear boost mode, which has a larger available driving force.

[0086] Furthermore, as shown in Figure 17, when the vehicle 10 transitions between the virtual stepped gear mode and the single pedal mode via the normal mode, it may transition from the virtual stepped gear boost mode to the single pedal mode, or from the single pedal mode to the virtual stepped gear boost mode. When transitioning directly between the virtual stepped gear mode and the single pedal mode, it may transition from the virtual stepped gear sport mode to the single pedal mode, or from the single pedal mode to the virtual stepped gear sport mode.

[0087] In this way, the output characteristics change significantly between single-pedal mode and virtual stepped-shift boost mode. Therefore, by transitioning through the normal mode in between, it is possible to perform mode transitions while suppressing abrupt changes in the characteristics of driving force and vehicle speed.

[0088] The mode selection unit comprises a third selection unit and a fourth selection unit distinct from the third selection unit. The third operation may be an operation on the third selection unit, and the fourth operation may be an operation on the fourth selection unit. For example, the third selection unit may be configured as a toggle switch, and the fourth selection unit as a push-button switch. In this way, the selection unit can determine what kind of output virtual stepped gear mode the user wants to drive in, allowing for mode transitions that match the user's driving requests.

[0089] The output characteristics of the virtual stepped boost mode are set to be greater than those of the single-pedal mode and normal mode. This allows the virtual stepped boost mode, which has greater output characteristics than the single-pedal mode, normal mode, and virtual stepped sport mode, to respond to the user's high-speed demands when high speeds are required.

[0090] Furthermore, the output characteristics of the virtual stepped-gear boost mode may be set to be smaller than those of the single-pedal mode and normal mode. In this way, even when there is a low driving demand (such as city driving), the virtual stepped-gear boost mode will enable driving that responds to the user's driving demands.

[0091] Furthermore, the user can arbitrarily set the output characteristics of the virtual stepped-gear boost mode. For example, it is possible to select between a setting where the output characteristics of the virtual stepped-gear boost mode are greater than those of the single-pedal mode and normal mode, and a setting where the output characteristics of the virtual stepped-gear boost mode are smaller than those of the single-pedal mode and normal mode.

[0092] Furthermore, as shown in Figure 18, the vehicle 10 may directly transition between the normal mode and the virtual stepped-speed boost mode, and also directly transition between the virtual stepped-speed sport mode and the virtual stepped-speed boost mode. In this way, direct transition to the virtual stepped-speed boost mode is possible even in the normal mode and the virtual stepped-speed sport mode, so when the user's driving demands are high, it is possible to quickly transition to the virtual stepped-speed boost mode, which has a large amount of power output.

[0093] Although one embodiment of the present invention has been described above, it goes without saying that the present invention is not limited to this embodiment. It is clear to those skilled in the art that various modifications or alterations can be conceived within the scope of the claims, and these will naturally also fall within the technical scope of the present invention.

[0094] The control method described in this embodiment can be implemented by executing a pre-prepared program (control program) on a computer. This control program is stored, for example, in a computer-readable storage medium (e.g., memory 22) and executed by being read from this storage medium. This control program may also be provided in the form of a non-volatile (non-transient) storage medium such as flash memory, or it may be provided via a network such as the Internet.

[0095] Furthermore, in this embodiment, the computer that executes the control program is designated as the control device 20, and the processor 21 of the control device 20 executes the control program to realize the aforementioned control method, but this is not limited to this. The computer that executes the control program is not limited to one included in the vehicle 10, but may, for example, be included in a server device that can communicate with the vehicle 10 (control device 20).

[0096] This specification contains at least the following information. The components and other elements corresponding to those in the embodiments described above are shown in parentheses as examples, but are not limited thereto.

[0097] (1) A mobile body (vehicle 10, 10A) that is movable and can be stopped by a plurality of operators, the mobile body comprising a drive source (first motor generator MG1, engine ENG) and an output unit (drive wheel DW) driven by the output from the drive source, and including at least a first operator (accelerator pedal AP) for acquiring acceleration requests and a second operator (brake pedal BRK) for acquiring deceleration and stop requests, wherein the mobile body comprises a first driving mode (virtual stepped gear mode) that drives the mobile body based on a plurality of virtual gear lines predetermined by the moving speed of the mobile body, and a second driving mode (single pedal mode) that enables acceleration / deceleration and stopping of the mobile body by the first operator, wherein the first driving mode and the second driving mode are executed exclusively.

[0098] According to (1), even in a mobile body that includes a first driving mode that drives the mobile body based on a plurality of virtual speed lines predetermined by the mobile body's speed, and a second driving mode that enables acceleration, deceleration, and stopping of the mobile body by a first operator, the first driving mode and the second driving mode are executed exclusively, thereby maintaining characteristics that make it easy to drive in accordance with the user's intention to drive.

[0099] (2) A mobile body as described in (1), wherein the mobile body transitions from one of the first and second driving modes to the other of the first and second driving modes.

[0100] According to (2), by transitioning between the first driving mode and the second driving mode, it becomes possible to switch quickly when a user transition request is received.

[0101] (3) A mobile body as described in (1), wherein the mobile body comprises a third driving mode (normal mode) different from the first driving mode and the second driving mode, and transitions from one of the first driving mode and the second driving mode to the other of the first driving mode and the second driving mode via the third driving mode.

[0102] According to (3), when transitioning between the first driving mode and the second driving mode, the transition is made via a third driving mode that is different from the first and second driving modes. This makes it possible to suppress abrupt changes in the characteristics of the driving force and vehicle speed when switching between modes that have different driving force and vehicle speed characteristics, namely the first driving mode and the second driving mode.

[0103] (4) A mobile body as described in (3), wherein the mobile body includes a mode selection unit (button, toggle switch) that can switch between the first driving mode, the second driving mode, and the third driving mode, and the mode selection unit is configured to enable a first operation (switch operation) that transitions from one of the first driving mode and the second driving mode to the other driving mode via the third driving mode, and a second operation (long press of a switch, another switch, etc.) that transitions directly from one of the first driving mode and the second driving mode to the other driving mode.

[0104] According to (4), when switching between the first driving mode and the second driving mode, the first operation, which transitions via another third mode, can suppress abrupt changes in driving force and vehicle speed characteristics when transitioning between modes with different driving force and vehicle speed characteristics. Furthermore, the second operation, which directly transitions between the first driving mode and the second driving mode, makes it possible to quickly transition modes when a user transition request is received. In other words, by providing both the first and second operations, it becomes possible to transition according to the user's driving request (whether to suppress changes in driving force and vehicle speed or to quickly transition modes).

[0105] (5) A mobile body as described in (4), wherein the first operation and the second operation differ in the amount of operation of the mode selection unit or the operation time.

[0106] According to (5), the first operation, which involves a third driving mode in between, and the second operation, which involves a direct transition between the first driving mode and the second driving mode, can be performed using a common mode selection unit by setting the amount of operation of the mode selection unit or the operation time to be different.

[0107] (6) A mobile body as described in (5), wherein the first operation requires a greater amount of operation (multiple selections) of the mode selection unit or a longer operation time (long press) compared to the second operation.

[0108] According to (6), by making the first operation that inserts the third driving mode in between an operation that requires more operations or takes longer than the second operation that performs a direct transition between the first driving mode and the second driving mode, it becomes possible to quickly transition in response to the user's transition request for a direct transition, and to make the mode transition appropriate to the user's driving request.

[0109] (7) A mobile body as described in (5), wherein the second operation requires a greater amount of operation (multiple selections) of the mode selection unit or a longer operation time (long press) compared to the first operation.

[0110] According to (7), by making the second operation, which directly transitions between the first and second driving modes, an operation that involves a larger operation amount or a longer operation time than the first operation, which involves a third driving mode in between, the transition between the first and second driving modes, which involves a sudden change in driving force, can be made into a mode selection operation that makes it easier to confirm the user's intention to transition, thereby making the mode transition suitable for the user's driving requirements.

[0111] (8) A mobile body according to any one of (4) to (7), wherein the mode selection unit comprises a first selection unit and a second selection unit different from the first selection unit, the first operation is an operation on the first selection unit, and the second operation is an operation on the second selection unit.

[0112] According to (8), by providing a first operation that inserts a third driving mode between the first and second driving modes, and a second operation that directly transitions between the first and second driving modes, as separate selection units, the user can determine whether they want to suppress abrupt changes in the characteristics of the driving force and vehicle speed during the transition, or switch quickly, based on the selected selection unit, thus enabling transitions that match the user's driving requirements.

[0113] (9) A mobile body as described in (3), wherein after transitioning from one of the first and second mobile modes to the third mobile mode, the third mobile mode is continued until the amount of operation of the first or second operator increases or decreases.

[0114] According to (9), when switching between the first driving mode and the second driving mode, the transition is made via a third driving mode. By continuing the third driving mode until the amount of operation of the operator increases or decreases after the transition to the third driving mode, mode transitions in the event of erroneous operations such as continuous selection are suppressed, and it becomes easier for the user to recognize the end of one of the first and second driving modes and the start of the other mode, thereby suppressing abrupt changes in driving force characteristics during driving.

[0115] (10) A mobile body as described in (1), wherein it transitions from one of the first and second driving modes to the other of the first and second driving modes, and the first driving mode comprises a first virtual stepped gear mode and a second virtual stepped gear mode having different output characteristics from the first virtual stepped gear mode, the mobile body comprises a mode selection unit capable of switching between the first and second driving modes, the mode selection unit is configured to enable a third operation for transitioning to the first virtual stepped gear mode and a fourth operation for transitioning to the second virtual stepped gear mode, and the third operation and the fourth operation differ in the amount of operation of the mode selection unit or the operation time.

[0116] According to (10), the third operation for transitioning to the first virtual stepped gear shift mode and the fourth operation for transitioning to the second virtual stepped gear shift mode are set to have different operation amounts or operation times for the mode selection unit, so that the driving mode can be selected using a common mode selection unit.

[0117] (11) A mobile body as described in (10), wherein the second virtual stepped gear mode has greater output characteristics than the first virtual stepped gear mode, and the fourth operation requires a greater amount of operation (multiple selections) of the mode selection unit or a longer operation time (long press) compared to the third operation.

[0118] According to (11), by making the operation amount or operation time of the fourth operation, which transitions to the second virtual stepped-speed mode, larger than the operation amount of the third operation, which transitions to the first virtual stepped-speed mode, the transition to the second virtual stepped-speed mode, which has a larger output characteristic, can be made into an operation of the mode selection unit that makes it easier to confirm the user's intention to transition, thereby making the mode transition suitable for the user's driving requirements.

[0119] (12) A mobile body as described in (10), wherein the second virtual stepped gear mode has greater output characteristics than the first virtual stepped gear mode, and the third operation requires a greater amount of operation (multiple selections) of the mode selection unit or a longer operation time (long press) compared to the fourth operation.

[0120] According to (12), by making the operation amount of the third operation, which transitions to the first virtual stepped-speed mode, greater than the operation amount of the fourth operation, which transitions to the second virtual stepped-speed mode, or by making the operation time longer, the transition to the second virtual stepped-speed mode, which has a larger output characteristic, can be quickly switched in response to the user's transition request, thus enabling mode transitions that match the user's driving requirements.

[0121] (13) A mobile body as described in (3), wherein the first driving mode comprises a first virtual stepped gear mode (virtual stepped gear sport mode) and a second virtual stepped gear mode (virtual stepped gear boost mode) having greater output characteristics than the first virtual stepped gear mode, and the mobile body transitions from one of the first virtual stepped gear mode and the second driving mode to the other driving mode when transitioning between the first driving mode and the second driving mode via the third driving mode, and transitions from one of the second virtual stepped gear mode and the second driving mode to the other driving mode when transitioning between the first driving mode and the second driving mode directly.

[0122] According to (13), when directly transitioning between the first driving mode and the second driving mode, the system can transition to the second virtual stepped-speed mode, which has a larger output, and quickly transition to the second virtual stepped-speed mode, which has a larger driving force that can be quickly output when the user's driving demands are high. This allows for a rapid transition to a mode that matches the user's driving demands.

[0123] (14) A mobile body as described in (3), wherein the first driving mode comprises a first virtual stepped gear mode (virtual stepped gear sport mode) and a second virtual stepped gear mode (virtual stepped gear boost mode) having greater output characteristics than the first virtual stepped gear mode, and when transitioning between the first driving mode and the second driving mode via the third driving mode, the mobile body transitions from one of the second virtual stepped gear mode and the second driving mode to the other of the second virtual stepped gear mode and the second driving mode, and when transitioning between the first driving mode and the second driving mode directly, the mobile body transitions from one of the first virtual stepped gear mode and the second driving mode to the other of the first virtual stepped gear mode and the second driving mode.

[0124] According to (14), when transitioning between the first driving mode and the second driving mode, if the transition is made via the third driving mode, the output characteristics in the second virtual stepped transmission mode will change significantly because the transition will be to the second virtual stepped transmission mode, which has a larger output. Therefore, by transitioning via the third driving mode, it is possible to perform a mode transition that suppresses abrupt changes in the characteristics of the driving force and vehicle speed.

[0125] (15) A mobile body as described in (13), wherein the mobile body includes a mode selection unit (button, toggle switch) that can switch between the first driving mode, the second driving mode, and the third driving mode, wherein the mode selection unit is configured to enable a third operation to transition to the first virtual stepped gear mode and a fourth operation to transition to the second virtual stepped gear mode, wherein the fourth operation requires a greater amount of operation (multiple selections) of the mode selection unit or a longer operation time (long press) compared to the third operation.

[0126] According to (15), by making the operation amount or operation time of the fourth operation, which transitions to the second virtual stepped-speed transmission mode via a direct transition between the first and second driving modes, larger than the operation amount of the third operation, which transitions to the first virtual stepped-speed transmission mode via the third driving mode, the transition to the second virtual stepped-speed transmission mode, which has a large output characteristic, can be made into an operation of the mode selection unit that makes it easier to confirm the user's intention to transition, thereby making it a mode transition that matches the user's driving request.

[0127] (16) A mobile body as described in (13), wherein the mobile body includes a mode selection unit (button, toggle switch) that can switch between the first driving mode, the second driving mode, and the third driving mode, wherein the mode selection unit is configured to enable a third operation to transition to the first virtual stepped gear mode and a fourth operation to transition to the second virtual stepped gear mode, and the third operation requires a greater amount of operation (multiple selections) of the mode selection unit or a longer operation time (long press) compared to the fourth operation.

[0128] According to (16), by making the amount of operation for the third operation, which transitions to the first virtual stepped-speed transmission mode via the third driving mode, greater than the amount of operation for the fourth operation, which transitions to the second virtual stepped-speed transmission mode via a direct transition between the first driving mode and the second driving mode, or by making the operation time longer, the transition to the second virtual stepped-speed transmission mode, which has a large output characteristic, can be quickly switched in response to the user's transition request, thus enabling mode transitions that match the user's driving requirements.

[0129] (17) A mobile body according to (15) or (16), wherein the mobile body comprises a mode selection unit (button, toggle switch) capable of switching between the first travel mode, the second travel mode, and the third travel mode, the mode selection unit comprising a third selection unit and a fourth selection unit different from the third selection unit, the third operation being an operation on the third selection unit, and the fourth operation being an operation on the fourth selection unit.

[0130] According to (17), by providing a third selection unit that transitions to a first virtual stepped gear mode and a fourth selection unit that transitions to a second virtual stepped gear mode with a greater output than the first virtual stepped gear mode, the selection unit can determine what output virtual stepped gear mode the user wants to drive in, thus enabling mode transitions that match the user's driving requirements.

[0131] (18) A mobile body as described in (13), wherein the second virtual stepped gear mode is greater than the output characteristics of the second driving mode and the third driving mode.

[0132] According to (18), by making the output characteristics of the second virtual stepped gear mode greater than those of the first and third driving modes, when there is a high driving demand, the second virtual stepped gear mode, which has greater output characteristics than the second driving mode, the third driving mode, and the first virtual stepped gear mode, enables driving that can meet the user's high-speed demands.

[0133] (19) A mobile body as described in (13), wherein the second virtual stepped gear mode is smaller than the output characteristics of the second driving mode and the third driving mode.

[0134] According to (19), by making the output characteristics of the second virtual stepped-speed mode smaller than those of the first and third driving modes, the second virtual stepped-speed mode can be used to provide driving that meets the user's driving requirements, even when there is a low driving demand (such as city driving).

[0135] (20) A mobile body as described in (13), wherein the mobile body directly transitions from one of the third driving mode and the second virtual stepped-speed mode to the other driving mode in the third driving mode and the second virtual stepped-speed mode, and directly transitions from one of the first virtual stepped-speed mode and the second virtual stepped-speed mode to the other driving mode in the first virtual stepped-speed mode and the second virtual stepped-speed mode.

[0136] According to (20), by enabling a direct transition to the second virtual stepped-speed transmission mode in the third driving mode and the first virtual stepped-speed transmission mode, it is possible to quickly transition to the second virtual stepped-speed transmission mode, which has a large driving force that can be quickly output when the user's driving demands are high, thus enabling a quick transition to a mode that matches the user's driving demands.

[0137] (21) A mobile body as described in (3), wherein the mobile body transitions directly from the second travel mode to the first travel mode, and transitions from the first travel mode to the second travel mode via the third travel mode.

[0138] According to (21), by allowing a direct transition from the second driving mode to the first driving mode at the user's discretion, it is possible to immediately provide a transition to the first driving mode for users who desire acceleration and deceleration based on simulated gear changes.

[0139] (22) A mobile body as described in (1), wherein the mobile body includes a control unit that controls the drive source and the output unit, and controls the transition between the first travel mode and the second travel mode.

[0140] According to (22), by controlling the transition of driving modes and the drive using a control unit provided by the mobile body, it becomes possible to uniformly control the operation of the vehicle.

[0141] 10, 10A Vehicle (Moving Unit) 20 Control Device MG1 First Motor Generator (Drive Source) ENG Engine (Drive Source) AP Accelerator Pedal (First Operator) BRK Brake Pedal (Second Operator) DW Drive Wheel (Output Unit)

Claims

1. A mobile body comprising a drive source and an output unit driven by the output from the drive source, and capable of being moved and stopped by a plurality of operators including at least a first operator for acquiring acceleration requests and a second operator for acquiring deceleration and stop requests, wherein the mobile body comprises a first driving mode in which the mobile body is driven based on a plurality of virtual speed lines predetermined by the mobile body's speed, and a second driving mode in which the first operator enables acceleration / deceleration and stopping of the mobile body, and the first driving mode and the second driving mode are executed exclusively.

2. A mobile body according to claim 1, wherein the mobile body transitions from one of the first and second travel modes to the other of the first and second travel modes.

3. A mobile body according to claim 2, wherein the mobile body comprises a third travel mode different from the first travel mode and the second travel mode, and transitions from one of the first travel mode and the second travel mode to the other of the first travel mode and the second travel mode via the third travel mode.

4. A mobile body according to claim 3, wherein the mobile body comprises a mode selection unit capable of switching between the first travel mode, the second travel mode, and the third travel mode, wherein the mode selection unit is configured to enable a first operation of transitioning from one of the first travel mode and the second travel mode to the other travel mode via the third travel mode, and a second operation of directly transitioning from one of the first travel mode and the second travel mode to the other travel mode.

5. A mobile body according to claim 4, wherein the first operation and the second operation differ in the amount of operation of the mode selection unit or the operation time.

6. The mobile body according to claim 5, wherein the first operation requires a greater amount of operation of the mode selection unit or a longer operation time compared to the second operation.

7. The mobile body according to claim 5, wherein the second operation requires a greater amount of operation of the mode selection unit or a longer operation time compared to the first operation.

8. A mobile body according to any one of claims 4 to 7, wherein the mode selection unit comprises a first selection unit and a second selection unit different from the first selection unit, the first operation is an operation on the first selection unit, and the second operation is an operation on the second selection unit.

9. A mobile body according to claim 3, wherein, after a transition from one of the first and second mobile modes to the third mobile mode, the third mobile mode is continued until the amount of operation of the first or second operator increases or decreases.

10. A mobile body according to claim 1, wherein it transitions from one of the first and second driving modes to the other of the first and second driving modes, and the first driving mode comprises a first virtual stepped gear mode and a second virtual stepped gear mode having different output characteristics from the first virtual stepped gear mode, the mobile body comprises a mode selection unit capable of switching between the first and second driving modes, the mode selection unit is configured to enable a third operation for transitioning to the first virtual stepped gear mode and a fourth operation for transitioning to the second virtual stepped gear mode, and the third operation and the fourth operation differ in the amount of operation of the mode selection unit or the operation time.

11. A mobile body according to claim 10, wherein the second virtual stepped gear mode has greater output characteristics than the first virtual stepped gear mode, and the fourth operation requires a greater amount of operation of the mode selection unit or a longer operation time compared to the third operation.

12. A mobile body according to claim 10, wherein the second virtual stepped gear mode has greater output characteristics than the first virtual stepped gear mode, and the third operation requires a greater amount of operation of the mode selection unit or a longer operation time compared to the fourth operation.

13. A mobile body according to claim 3, wherein the first driving mode comprises a first virtual stepped-speed mode and a second virtual stepped-speed mode having greater output characteristics than the first virtual stepped-speed mode, and the mobile body transitions from one of the first virtual stepped-speed mode and the second driving mode to the other driving mode when transitioning between the first driving mode and the second driving mode via the third driving mode, and transitions from one of the second virtual stepped-speed mode and the second driving mode to the other driving mode when transitioning directly between the first driving mode and the second driving mode.

14. A mobile body according to claim 3, wherein the first driving mode comprises a first virtual stepped gear mode and a second virtual stepped gear mode having greater output characteristics than the first virtual stepped gear mode, and when transitioning between the first driving mode and the second driving mode via the third driving mode, the transition occurs from one of the driving modes between the second virtual stepped gear mode and the second driving mode to the other driving mode between the second virtual stepped gear mode and the second driving mode, and when transitioning directly between the first driving mode and the second driving mode, the transition occurs from one of the driving modes between the first virtual stepped gear mode and the second driving mode to the other driving mode between the first virtual stepped gear mode and the second driving mode.

15. A mobile body according to claim 13, wherein the mobile body comprises a mode selection unit capable of switching between the first driving mode, the second driving mode, and the third driving mode, wherein the mode selection unit is configured to enable a third operation for transitioning to the first virtual stepped-speed mode and a fourth operation for transitioning to the second virtual stepped-speed mode, and the fourth operation requires a greater amount of operation of the mode selection unit or a longer operating time compared to the third operation.

16. A mobile body according to claim 13, wherein the mobile body comprises a mode selection unit capable of switching between the first driving mode, the second driving mode, and the third driving mode, wherein the mode selection unit is configured to enable a third operation to transition to the first virtual stepped-speed mode and a fourth operation to transition to the second virtual stepped-speed mode, and the third operation requires a greater amount of operation of the mode selection unit or a longer operating time compared to the fourth operation.

17. A mobile body according to claim 15 or 16, wherein the mobile body comprises a mode selection unit capable of switching between the first travel mode, the second travel mode, and the third travel mode, the mode selection unit comprising a third selection unit and a fourth selection unit different from the third selection unit, the third operation being an operation on the third selection unit, and the fourth operation being an operation on the fourth selection unit.

18. A mobile body according to claim 13, wherein the second virtual stepped gear mode is greater than the output characteristics of the second and third driving modes.

19. A mobile body according to claim 13, wherein the second virtual stepped gear mode is smaller than the output characteristics of the second and third driving modes.

20. A mobile body according to claim 13, wherein the mobile body directly transitions from one of the third driving mode and the second virtual stepped-speed mode to the other driving mode in the third driving mode and the second virtual stepped-speed mode, and directly transitions from one of the first virtual stepped-speed mode and the second virtual stepped-speed mode to the other driving mode in the first virtual stepped-speed mode and the second virtual stepped-speed mode.

21. A mobile body according to claim 3, wherein the mobile body transitions directly from the second travel mode to the first travel mode, and transitions from the first travel mode to the second travel mode via the third travel mode.

22. A mobile body according to claim 1, wherein the mobile body comprises a control unit that controls the drive source and the output unit, and controls the transition between the first travel mode and the second travel mode.

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